Back in 2001, Bajaj launched two motorcycles that kicked off what went on to become one of the most iconic monikers in Indian motorcycling, stitching together impressive performance and an affordable price tag. The Pulsar was a unique product at the time and some brilliant marketing, in the form of aspirational advertisements and events like the Pulsar Stunt Mania, helped cement the bike as one of the most enviable entry level sports bikes in the country. Over its near two-decade-long existence, the Pulsar brand has seen multiple bikes occupy different segments, but the one thing that remained constant was the fact that it was synonymous with sporty performance. Now, 18 years after the first Pulsar, the latest addition to the family happens to be the smallest and least powerful one yet. So, the question is – in its 125cc iteration, does it still hold true to the brand that once carried the slogan of being "The Fastest Indian"?

In its entirety, the new Pulsar 125 Neon remains unchanged and unbothered by the passage of time – it looks almost exactly like it did years ago, with the only major differences being the neon detailing and lack of a belly pan or tank shrouds. But those differences aren't new either, as we saw those changes on the Pulsar 150 Neon. That's not all it shares with its larger capacity sibling – everything, from the frame and suspension to the brakes, has been carried over. And since it borrows most of its components from its elder sibling, the end product is a bike that looks and behaves like one from a segment above – it's larger and significantly beefier than similar capacity bikes like the CB Shine or the Super Splendour. It also gets the same switchgear and semi-digital instrument console from the 150s, both of which are dated but still impressive in the segment.

The engine, too, is the same as the one used on the 150s, but Bajaj reduced its cubic capacity to a tad under 125 by shortening the stroke – down to 50.5mm from 60.7mm. The bore on the other hand is identical at 56.0mm. Out in the real world, this was an engine that behaved very much like that of a Pulsar 150, except with slightly lower top-end performance. Power delivery is linear, and the engine is largely unstressed even at higher rpms – something bikes in this segment usually suffer from. I managed to see 107kph on the speedo, but the engine did have a little more in it, but only enough to get it to around the 110kph mark. The sub-125cc motor also means that this Pulsar doesn't require an ABS system by law, helping the manufacturer keep costs in check.

The 125 shares its engine with the 150, but with a shorter stroke.

Bajaj made it very clear during the ride briefing that this isn't a commuter, but a bike that stays true to the Pulsar experience in the commuter segment. They even had the baby Pulsar's ARAI certified fuel-efficiency figures compared to the rest of the segment, despite it being the lowest of the lot, at 57.5kpl. Nevertheless, the 125 will do a splendid job at being an everyday commuter – the suspension offers a plush ride and both, rider and pillion seats are comfortable. At 140kg, the 125 is a good 15kg heavier than its nearest 125cc competitor, but this doesn't compromise the handling or low-speed manoeuvrability of the bike. Yes, it may not feel as easy as some of the lighter bikes in its class, but it's still a very easy motorcycle to ride.

We were given the front disc-equipped variant to ride and the brakes are noticeably better than those on most other models in the segment. The bike is also available in a drum brake variant but considering the performance drum brakes offer and how Bajaj has stressed on this being a sporty motorcycle, we're surprised the company made the decision to offer this option at all. Our test bike also came equipped with Eurogrip tyres, and I found they weren't the best for the job – they don't inspire much confidence in the corners. However, the 125 can also be had from the dealership with the MRF Nylogrips, and from previous experience, they should provide much better performance.

In my opinion, the Pulsar 125 does accomplish what it set out to do. Barring the KTM 125 Duke that costs nearly twice as much, it is the most powerful bike in the 125cc segment, and perhaps even the sportiest. And yet, Bajaj has delivered again with a competitive price that is more or less on par with rivals like the Honda CB Shine SP or the Hero Glamour. The drum brake variant costs Rs 64,000 and for a little more money, you can get yourself our pick of the two – the disc brake variant at Rs 66,618.

You could also argue that for just a little over Rs 6,000 more you could get the larger capacity, more powerful Pulsar 150 Neon (Rs 71,200). However, the 125cc segment is a price-sensitive one, and the difference is considerable at the price point. Bajaj has also told us that while all Pulsars are being readied for the switch to BS6, the company is working towards pushing the Pulsar 125 past the norms while still using a carburettor, taking the significant prices of a fuel-injection system out of the equation. If the manufacturer manages to do so, the difference between the 125 and 150 will be much more significant after the switch to BS6.

At the end of the day, the Pulsar 125 makes sense for someone looking for a bike in the commuter segment but one that is less mundane and offers an experience that stays true to the Pulsar lineage, albeit in a more docile and affordable manner.

Revolt who? Bring up the name Revolt Intellicorp just four months ago, and that’s the response you’d have gotten. But Revolt has already become a widely talked-about name in the EV space, without anyone having actually ridden the bike. You can thank a clever publicity campaign for that, which shouldn’t come as a surprise given that Revolt is the brainchild of the same man who co-founded Micromax in India. It’s also no surprise then that Revolt follows a similar business strategy as well – begin with a Chinese product, Indianise the components, throw in a heap of features and sell the end product at a very competitive price.

So far, we already know that the RV 400 started life as a Super Soco TC Max and that it now wears restyled bodywork that has been designed by Revolt. We also know that it packs a world of smart features, which we’ll get into later. Revolt has also let slip that it has an ARAI-certified range of 156km and that the top speed is 85kph, both respectable numbers that are partly responsible for the excitement in the interwebs. What we haven’t known so far though are two rather important things – what it’s like to ride and what it’s going to cost. Today, we discover those crucial details, as well as the price!

What does it look like?

With a name like Revolt, you’d expect that the bike has got to stand out, and it does. The headlamp design with its LED DRL is catchy, but the main reason you’ll notice the RV 400 is because it’s sized like no traditional motorcycle out there. Despite its tiny dimensions, I find the seating position accommodating, but there’s no escaping the fact that in some images, the bike looks comically small with me on top of it. Strangely, despite the small dimensions, the seat height is quite tall at 814mm but that doesn’t change the fact that if you’re the sort who isn’t fond of small, fun-sized machines, this isn’t for you. The RV 400 is clearly aimed at the young, college-going segment of the market, and that’s the kind of crowd you entice with electronic toys – something that this bike is stuffed with to the gills.

LCD display is straightforward and easy to read.

If you go solely by what’s on the bike, there’s three riding modes, which can be selected by a slider button on the right. One nice feature is the keyless-start function where you keep the key in your pocket and simply hit the power button that resides behind the handlebar. The display itself is a rather simple black-and-white unit without any touch functionality and you have to use the high-beam switch to toggle between the trip modes – quite fiddly, that. And then, of course, there’s the artificial exhaust note which can be activated by a button on the right switchgear. This works via a speaker hidden away within the bodywork and, to be honest, it’s quite gimmicky. It could be fun to ‘blip the throttle’ for your friends a few times when the bike is parked, but on the go it just doesn’t feel very natural and I turned it off after the first minute or two.

Heaps of features in the app.

That’s a good set of features for any motorcycle in general, but it’s just the start of what’s on offer with the Revolt. There’s much more to exploit via the app Revolt has devised to work with this machine. For starters, you can literally start the RV 400 from the app if the SIM installed in the bike is connected to the internet, or even via Google Assistant using voice commands. I simply can’t see why you’d need to, but perhaps my analogue-loving brain isn’t qualified to comment on what the RV 400’s target audience will like. The app also offers the ability to set-up a Geo-fencing barrier beyond which the bike will not run. You can use it to select from four ‘exhaust sounds’, monitor the battery and vehicle statistics in real time and order a replacement battery.

What is the claimed range?

Some of the big buzz generated around the RV 400 has been about Revolt’s multiple solutions to keep its batteries charged. You can use a standard wall charger which plugs into the right side of the bike, below the seat. Or you can remove the battery altogether (emerges from the top of the ‘fuel tank’) and take it home to charge, but this is something I can promise you you won’t want to do, because the battery weighs 19kg. Thankfully, Revolt has plans to enable home delivery of fully charged batteries or even mobile battery vans that can deliver to your location if you order via the app – so you’ll be happy to know that the actual task of swapping the battery will not be something for you to worry about. We assume there has to be some battery-leasing system planned for these options, but Revolt has saved that information for the launch.

The battery is removable, but weighs 19kg!

So how far will a 19kg, 3.24kW lithium-ion battery take you? Revolt claims about 156km in Mode 1 (40kph top speed), 110km in Mode 2(60kph top speed) and 80km in Mode 3 (85kph top speed). Charge time from empty will take 4.5hr, while 3hr will get the battery to 75 percent. We’re just quoting what we’ve been told for now, because we only got to ride the e-bike on a go-kart track and still need to put the numbers to test on public roads.

What is it like to ride?

Riding at a go-kart track isn’t what most customers will end up doing, but it has given us a fair idea of what to expect on the street. The RV 400 is sufficiently quick and its riding modes increase performance and response as you move from Mode 1 upwards. In Mode 3, it feels close to as quick as an Ather 450, and hitting the top speed of 85kph should happen quite easily on the street. With a claimed 50Nm of torque (that's more than an Interceptor 650!), the motor has that typical instant response that makes EVs so appealing, but it certainly isn't anywhere close to as fast as the aforementioned Royal Enfield. I think also there is still some scope to further smoothen the noise and mild vibrations from the 3kW frame-mounted motor. Refinement levels are decent, but one area that definitely needs improvement is the response when the rider opens the accelerator. The power comes in abruptly, no matter the riding mode, and while this was an issue when trying to be smooth through the corners, I imagine it will also be irritating when moving in heavy traffic. I also dislike the fact that applying the brakes deactivates the accelerator – it also means all those burnouts you see in Revolt’s promos aren’t possible with the stock bikes.

The chassis proves to be quite nice. The tubular frame and the aluminium swingarm not only look good, but work well too. Revolt has tuned the 37mm USD fork and monoshock to offer a good balance between sportiness and comfort, and with its 17-inch wheels, the bike felt confident on the track. A big factor in what makes this a cheerful thing to ride is that it weighs “around 108kg”, which is the same as a typical 110cc scooter. The MRF Nylogrips also play a role in ensuring the Revolt is fun to ride and just like we’ve seen on bigger bikes, they prove to be impressively grippy. Revolt uses equally-sized 240mm disc brakes, one at each end, and safety is provided by CBS, not ABS. Braking is adequately strong and while ABS would have certainly been nice, this setup works well enough.

Should I buy one?

Quality levels on the RV 400 seem acceptable and all the critical electrical components are IP67 water resistance rated. Revolt has achieved 70 percent localisation to keep the cost low, but that’s just the start of things, because the company is attempting a disruptive approach to the pricing strategy.

Essentially, you can’t buy the bike outright and instead, you have to pay a monthly sum of Rs 3,999 per month for a period of three years. There is no down payment and this is not a lease or rental system either. The ownership of the vehicle will be yours, but instead of one big payment, you pay small amounts as you go along.

For Rs 3,499 a month, you can get a lower RV 400 variant that we’re told misses out on the fake exhaust sound and the app enabled remote-start features, which aren’t features we’d miss. However, Revolt then sprung a surprise on top of this of a more basic and lower spec RV 300 model that comes with a 1.5kW motor and a smaller battery as well. The RV will cost Rs 2,999 per month for a period of three years.

As part of an introductory offer, Revolt says it will cover the maintenance costs as well as consumables like tyres and brake pads for 3 years or 30,000km. Further introductory offers include a 5 year/75,000kmn warranty on the vehicle, an 8 year/1.5 lakh km warranty on the battery and Revolt will even take care of the government mandated insurance requirements. However, there isn’t any clarity yet on how long this introductory offer is valid for or what will be offered once it expires. What we do know is that both the RV 400 and RV 300 qualify for these offers. We don’t really blame you if all of this information is quite confusing and it would be worth visiting a Revolt dealership to get a clearer picture.

Revolt seems to be offering a very interesting and accessible approach to owning one of its vehicles. While that is nothing short of disruptive, there’s no escaping the fact that the bigger challenge this brand new company faces is to establish a reputation for reliability, quality and to set up a genuinely dependable battery swap ecosystem in every city it is present in. That's something time will reveal.

]]>Rishaad Mody Rishaad Mody Revolt RV 400 review, test ride2461402461401Rishaad Mody Revolt RV 400 review, test rideFoot-peg mounting is reversible for a more relaxed riding position.2461402461401Wed, 28 Aug 2019 16:00:00 +1000413927Rishaad Mody Autocar India staff photograherMon, 1 Jan 0001 00:00:00 +1000This happens to be the very first electric motorcycle to officially go on sale in India. We ride one on a go-kart track to give you the first impression.This happens to be the very first electric motorcycle to officially go on sale in India. We ride one on a go-kart track to give you the first impression.Wed, 28 Aug 2019 16:00:00 +1000https://www.autocarindia.com/bike-reviews/revolt-rv-400-review-test-ride-413927#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Bikes+First+Rides+feed413927B'Twin 500 rain pants review

The inner liner provided with my riding gear wasn’t sufficient to keep out the Mumbai rains. So, after looking for an affordable, efficient solution, I narrowed down on the B’TWIN 500 rain pants from Decathlon for a few reasons that I’ll get to later on in this review.

Visually, the B’TWIN rain pants look just like any other rain pants in the price range, but there are some aspects that make it greater value for money. For starters, there’s the ease of slipping them on over your riding gear. From the calf downwards, the pant has a split that is held together by two bright green Velcro straps, instead of a zipper like you might usually find on other rain pants. This helps slip them over riding boots and I even managed to do so over a pair of bulky ADV boots.

Another nifty feature is an overshoe extension that covers the front and most of the side of your boot. I didn’t get the chance to test how effective this was under heavy rainfall, but it did keep water out of my ventilated Forma Ice Pros when splashing through small puddles and through a constant drizzle. On the inside, the waterproof seams appear well bonded, while the exterior gets a hydrophobic coating that allows the pant to ‘dry’ very quickly.

The B’TWIN 500 rain pants were designed for cyclists and so it also has a reflective strip around the calf, right above the Velcro openings. The reflectivity helps other road users see you more easily in low visibility conditions, which is a big positive on a motorcycle as well.

If you’re looking at getting yourself a pair, be aware that the waist doesn’t have a drawstring. However, the elastic does provide a secure fit if you choose the right size. For reference, my jeans are a size 30 and my L size rain pants are indicated for 32.3-35.0 inches, which accounts for slipping over your primary pants. The pants also have no pockets, but that’s something that’s common in a rain pants at this price point. For the money, I think the B’TWIN 500 rain pants are a great choice because they keep my lower body dry. Also, I don’t need to leave home wearing them, as I can slip them on at the side of the road if it does rain.

Leatt is a South African brand that is highly respected for its range of body armour, particularly their neck and knee braces. In fact, the motocross neck brace was invented by Leatt’s founder who used to be an orthopaedic and neurosurgeon by profession. The GPX 5.5 is their first helmet and it packs several unique and revolutionary approaches to helmet design.

First, you’ll notice that the shell is very compact, much more so than most other helmets. This has been achieved by a special technology where the EPS liner is injected right into the shell, rather than making a separate EPS liner that is then inserted into the helmet. The liner is made using Leatt’s ‘V-shaped’ dual density liner which is injected in a way that the different densities interlock with each other (picture a ‘V’ interlocking with another upside-down ‘V’)

Leatt uses their own Multi-directional Impact Protection System (MIPS) via the use of a number of small blue colour ‘turbines’ that fit in the EPS liner, below the comfort liner. These little discs can absorb rotational forces, hardening under impact like soft armour, and this helps reduce impact force by a claimed 30 percent. Off-road head injuries are frequently caused by rotational forces, where the head is twisted to one side. Leatt says that these little discs, along with the smaller shell, help reduce those damaging forces by up to 40 percent.

A result of the composite shell material and its compact size is that this helmet is super light – my size S weighs just 1,050gm and about 1,200gm with a set of goggles. Ventilation is at a level I have never experienced before – it’s almost like a cycling helmet. There are 13 vents in the shell, but the four massive openings on the top make all the difference. These vents are kept secured with a high-density honeycomb structure that can withstand the penetration tests in ECE certification processes that this helmet conforms to. Leatt sells an optional set of vent plugs to close them off in case you plan on doing a lot of riding in the rain

I find that the helmet fits me nice and snug, with fit on par with established mainstream brands, but getting the lid on is rough on the ears. The firm-fitting cheek pads have a quick release system, but I’ve noticed that they can pop out of place without much effort. One of the few things I dislike is the sheer length of the jaw. All MX helmets have an extended jaw, but this one seems a little excessive and I’d have liked to see a little closer coverage here.

This helmet packs a number of clever touches, including a special channel along the bottom left to snake a hydration pipe through. The rear section is also designed to mesh with Leatt’s acclaimed line of neck braces.

As with most of what Leatt does, this is a very premium product and if you’re into the idea of trying out the latest in technology, this MX helmet is right up your street. The GPX 5.5 recently received a small update for 2019 with a larger jaw structure, but the rest remains the same. The outgoing model you see here is available at Lazyass Bikers with a 50 percent discount, which makes it a fantastic deal.

The big BMW GS is a living icon. There’s almost no mainstream motorcycle on sale today that is as unique or revered for its capabilities. The full-size GS takes such a left-of-field approach to things like the suspension and powertrain that it is probably the most unfamiliar and ‘different’ riding experience I’ve ever come across this side of riding an EV. Riding this bike was extra special for me because aside from a good friend’s old R 1150 GS from 2001, I have no experience with BMW’s big boxer-twin ADVs. So beyond the standard review, what you’re about to read is the impression this unique machine can make on an unfamiliar rider.

Big daddy

The very first emotion is anxiety; fear, even. This bike is comically large, and even though I’ve ridden bikes that weigh over a 100kg more, given the R 1250 GS Adventure’s sheer height and girth, the thought of threading it through Pune’s traffic formed a small lump in my throat. And therein comes the first of many new experiences. The GS feels so much easier to ride than its vast presence would have you believe. The effort required at the steering feels strangely light, and that’s because the unique Telelever front end, with its centrally mounted shock absorber, allows for the use of a slim 37mm fork, and that saves a lot of weight. You know what else has a 37mm fork? A Hero Xtreme 200R.

Another big contributor to the GS’ easy and super-stable feel is the low-slung 1,254cc boxer engine. This keeps weight as low as possible, further contributing to the feeling of lightness, despite the ginormous fuel tank between your legs. And what a character-filled motor this is. Gaining about 50cc for 2019, it starts up with a deep baritone note that sounds somewhere between your typical V-twin and parallel-twin engine notes.

Throttle smoothness has been tuned to perfection and the GS quickly laughed off a preconceived notion I’d held for years. For some reason, I always imagined the GS to be a big softie – a gentle giant, if you will. But opening the throttle at the first stretch of open road, sucker-punched that idea right out of my head. To be fair, I should have known better; 136hp and 143Nm are no joke, but what really got to me was how hard-hitting the low- and mid-range performance is. BMW’s new Shiftcam variable camshaft control system blesses an already torque-laden motor with what is now knockout mid-range performance and anything upwards of 3,000rpm is seriously quick. I spent the entire day between 3,000 and 6,000rpm, and the only time I found the 9,000rpm rev limiter was when I actively went looking for it; at this point it becomes clear that the mid-range is this engine’s happy place.

The engine and gearbox have a solid, indestructible feel, although the up/down quickshifter isn’t as precise as it should be. There’s the usual raft of riding modes, and because this is the Pro Model that we’re riding, it packs an additional Dynamic Pro and Off-Road Pro mode that can be set up as per the rider’s preferences. The Pro model also brings in electronically controlled suspension damping at both ends, which means you have control over the ride and handling character through the riding modes as well.

Keep rolling

Fifteen minutes into riding the GS, clarity begins to appear as to why this bike has grown into the legend it is. It just feels built to never stop, a fact highlighted by the 30-litre (thirty!) fuel tank. The motor doesn’t quite shock you with superbike performance like a Multistrada would, but instead it feels like the Airbus A380 of motorcycles – huge, effortless and ready to cross continents. Ride quality in Road mode feels a bit like an air-bus too – the soft and wallowy feel reminds you of being in a Volvo bus. In this mode, the GS floats along with a reassuringly detached feel, but hit a deep enough pothole and the suspension lets you know that while it can easily handle it, it doesn’t particularly like it.

Soon enough, you and your GS will discover a deliciously winding road, at which point you switch to Dynamic mode that firms the suspension up noticeably. Handling is fairly impressive, but it does take some getting used to the fact that the Telelever front end doesn’t compress much under braking like a normal fork would. In that respect, the Paralever rear suspension, which is hooked up to the big drive shaft, feels more natural in its function. Those of you concerned about what happens to those protruding engine cases when the bike leans over – fret not, there’s more than enough cornering clearance on offer.

Good roads don’t last very long in this part of the world and that’s of no concern to the GS because it will go wherever you point it. Riding this bike off-road is more down to the rider’s confidence than the bike’s capabilities. If you know what you’re doing, you can jump and slide this 268kg behemoth around all day. But in all honesty, this is the kind of bike I’d use to confidently cross any obstacles I come across on my journey, instead of looking for them just for fun.

The wonderful uniqueness of the GS continues in urban traffic. I had the good fortune of getting stuck in a monumental traffic jam caused by the annual Palkhi pilgrimage in Pune (Google it to get an idea of what I’m on about). Yes, the bike occupies nearly as much space as a rickshaw, so filtering through tight spaces isn’t going to happen, but I could think of worse bikes I could have been on. The BMW’s clutch is nice and light, but the big joy is in the weird lack of heat from the engine. In fact, I found that it was my upper body getting hot thanks to the incredible wind protection from all that wide bodywork.

In that sense, the ergonomics are superb for a tall rider, whether you sit or stand. The only quality-related quirk I could find was that the mirror stalk makes contact with the manually adjustable windscreen when it’s set in its lowest position – most un-BMW that. As for the design... well, it’s purposeful, but that’s about it, especially given the kilometres worth of exposed steel tubing all over.

Living with the legend

Spending just a day with the R 1250 GS Adventure has been enough to shed light on why it’s so revered and for me to have developed a deep sense of respect. With prices starting at Rs 18.25 lakh for the Standard model and Rs 21.95 lakh for the Pro, this is definitely not a bike for everybody. If it’s instant gratification you’re after, the Ducati Multistrada 1260 will hit the spot much harder, and it’ll save you a few bucks in between, but I can’t shake the suspicion that if the GS and I were to go on a long journey over many thousands of kilometres, that’s when true love will blossom. If you want to channel your inner Ewan McGregor and go the ‘long way round’, this probably remains the most accomplished motorcycle in the world to take along with you.

If you buy an MV Agusta F3 800 RC, you’ll receive your motorcycle and a very special wooden chest. In this goodie box that MV calls the ‘Racing Kit’, you’ll find a bunch of tasty treats – the most special of them being a titanium and carbon-fibre SC Project exhaust system. MV also supplies a special power unit with a different map that lets the bike breathe easier through this exhaust and frees up a few extra horses along the way. And then you have the smaller bits of anodised aluminium jewellery like the special levers, race foot pegs and mirror caps for when you want to remove the mirrors. And of course, the whole bike is wrapped in the very same livery that MV Agusta uses at the World Superbike level of racing.

Machined foot pegs are a thing of beauty

Beyond this, what you get is effectively a standard F3 800 underneath. The chassis is untouched and the engine is the same 798cc, inline three-cylinder beauty that is one of the most emotionally charged motors you’ll find on two wheels. MV engines have always been rabidly fast and with a level of aggression that makes the equivalent motor from Triumph feel polite and domesticated in comparison. The F3 RC is no different and it surges forward with a textured feel from the engine that manifests in the form of a constant fizz in the bars and pegs. You know it’s there, but your mind is so occupied with being blown away by the performance that you couldn’t care less.

In its stock form, this engine belts out 148hp, but the RC kit takes that up to 153, while the exhaust simultaneously brings the dry weight down from 173kg to 165 – 1kg less than the magnificent Triumph Street Triple RS. Accompanying the vision-blurring speed is an absolutely thrilling scream from the exhaust that borders on the anti-social. In fact, anti-social is the right word, because there’s a sticker on the exhaust that clearly states it is for racetrack use only. And then there’s the auto-blipper. Oh, the auto-blipper – I could write a love poem for this thing, it’s that good. Crisp, clean and perfectly timed shifts arrive without fail in either direction, accompanied by all sorts of exquisite pop, bangs and burbles from the exhaust. I probably shifted about three times more than necessary in the half-day date I had with this supermodel.

And a supermodel it is. In the right environment, from the handling to the slim and tight chassis, it is downright addictive. The brakes are mighty and the electronics free spirited – dial traction control and ABS down to their lower settings and the wheels won’t be shy to meet the sky under hard acceleration or braking. But take the F3 where it doesn’t want to go and things get very cranky indeed. Heat pours out in heavy traffic, the clutch gives you a forearm workout from hell and the racy riding position, along with the suspension, will beat your lower back into submission if you don’t hover over the seat through bumpy stretches. And for all the delicious design and detailing, there are a couple of unfortunate panel gaps, and the horrible switchgear and basic LCD display feel completely out of place.

But none of this matters. When this bike is in its element, it’s nothing short of a drug. I can’t remember the last time I whooped out in such unadulterated joy in my helmet this many times on a motorcycle; something that’s in stark contrast to the other big superbike in this issue. This is the ideal sports bike recipe in my mind – small, light, blindingly quick and just the right amount of intimidating. Of course, having one is a different matter – only 400 F3 800 RCs will be sold around the world and just six will come to India, of which this is one. Of course, there is also the matter that a stock F3 with a loud exhaust will be just as special to ride, and call me uncle, but I think it looks better without the shouty graphics, too.

Only six will make it to India.

The F3 800 RC is the very definition of an Italian exotic in the way we’ve known them to be – stunning to look at, all-consuming to ride, temperamental to live with and with a, erm... less-than-perfect reputation for the aftersales experience. And not to mention the price – at Rs 21.99 lakh, it’s Rs 3 lakh more than the already very expensive F3, and nearly on par with the range-topping S 1000 RR. But, hey, you could always buy a Honda if these things put you off. As for the six F3 RCs that find a home in India, I deeply hope they get to be enjoyed on the road and racetrack. It may look exquisite in a collector’s living room, but believe me, this bike is even more life-reaffirming to ride.

India's scooter buyer has matured and multiple 125cc offerings now make the top-10 scooter sales list. Piaggio wasn't pushing anywhere near these numbers, which doesn't come as a surprise because our market is a really price sensitive one and Piaggio has never shied away from positioning itself as a premium brand. Nevertheless, the company is working towards making its offerings more appealing at either end of the price spectrum. At the premium side, there's a brand new 150-200cc model to look forward to next year, while Aprilia has already lowered the entry point into the brand with the new Storm 125. This is essentially a stripped-down version of the SR125, and not only is it India's most affordable Aprilia, but also the world's. Here's what it's like.

What does it look like?

The Storm 125 unveiled at the 2018 Auto Expo was quite different to the one you see here. That scooter featured a large windscreen, unique shuriken-shaped five-spoke wheels and a disc brake at the front. Aprilia appears to have explicitly ditched those features in favour of a more attainable price tag (more on that later), although we hear that an accessory windscreen designed for our market will be available soon. What the scooter does get though, are the matte red and yellow colour scheme and elaborate stickers all over. The colours don’t look bad, and help differentiate it from the SR models, but the graphics are a bit of a love-it-or-hate-it affair.

Another aspect the company should have reconsidered is the dated-looking wheels. These three-spoke units look like they have been taken off a TVS Scooty from 1996, and they don't merge well with the sleek and modern bodywork the Storm borrows from the SR. Thankfully, the oversized tyres make up for it in terms of visual drama and they do well to fill up the wheel arches, even though the wheels are now two inches smaller. Everything else remains unchanged from the SR125, including the analogue instrumentation, compact under-seat storage space and tall wing-like grab handle.

What's new with the engine?

Nothing, really. The 9.5hp/9.9Nm, 124cc, single-cylinder, three-valve air-cooled engine on the Storm is borrowed from the SR125. Just like its siblings, the Storm too makes a gruff sound, but actually feels pleasantly smooth and unstressed throughout the rev range. While the Storm, or even the SR125, for that matter isn’t as quick as the SR150, it feels faster than almost everything else in its segment, with the exception of the TVS Ntorq 125. A big reason why this scooter feels so quick is because the speedometer is very optimistic – 80kph comes up with ease and the speedo needle keeps climbing, even crossing 120kph, where the markings on the speedo end. Don’t fall for it though, because our Vbox reveals that the true top speed is just about at the 100kph mark. Speedo error is seen in almost all vehicles, but the Aprilia's display it to a higher degree than anything else. Still, 100kph is quick for any scooter in this segment.

What is it like to ride?

One of the highlights of this scooter is the wide off-road-oriented tyres it rides on. Made by Vee rubber, they measure 120/80-12 at the front and 130/80-12 at the rear. In comparison, the SR sports 120/70-14 at both ends. However, it’s not their tread pattern or impressive width that makes a significant difference in the way the scooter rides, but the diameter. The Storm rides on 12-inch wheels and not on 14s like the SRs, and this comes with positives and negatives.

To start on a good note, the steering on the Storm feels quicker, it goes the direction you point it in instantaneously. This agile feeling is great in city traffic, but not so much at higher speeds, where the scooter feels more nervous than its 14-inch-wheel shod siblings. Moreover, bumps, expansion joints and reflectors upset the balance a lot more easily. That said, these traits are expected with smaller wheels and a direct comparison to the SRs isn’t fair, especially when the Storm is more cost efficient. And when compared to other 125s on the market, the Storm is still very stable, thanks to its long wheelbase.

Despite running on the same suspension setup as the SRs, the Storm’s front end feels a little more forgiving, thanks to the taller sidewalls, as well as the fact that this tyre feels a bit softer. That said, rough roads continue bring out a very firm and jittery feeling from the fork. The monoshock is acceptably pliant, but this one doesn’t get preload-adjustability. Thankfully, I found that the seat isn’t overly firm and crunching longer distances on it shouldn’t be a problem, although this is something that seems to split opinion.

The Storm runs 12-inch wheels while the SR range comes with 14-inch wheels.

Our main grievance is that Aprilia has opted out of offering a disc brake on the Storm and it can only be had with CBS-equipped drum brakes at both ends. The front brake performs well for what it is, with a decent amount of bite and modulation, but there is no escaping that it has its limitations. A disc offers more confidence and consistency, especially in the wet, and it won’t need frequent adjusting. Apart from that, a disc-brake on a 125cc scooter should be a given; but here, it’s not even an option.

Should I buy one?

At Rs 65,000 (ex-showroom, India), the Storm 125 may not seem affordable, that is, until you hear the prices of the SR125 (Rs 72,000) and SR150 (Rs 82,000-92,000). When compared to its rivals though, it remains an Aprilia – in that it is priced a step above. Our current segment favourite, the TVS Ntorq costs Rs 58,872 with a drum and Rs 59,995 with a disc, and that's a fair amount lower than the Aprilia. So why would you buy a Storm 125? Well, it would only makes sense if you are in love with the design and the brand, but don't want to shell out the extra silver for the SRs.

The Yamaha FZ has been around for a little over a decade now, and its current iteration is what Yamaha is calling the V3.0. Despite what the name suggests, this new version is merely a cosmetic job. The only serious mechanical change is the fitment of a single-channel ABS, but that was something Yamaha simply had to do come April 2019. That means that as much as we'd have liked to see a bump in performance, it’s not been the case. Anyway, let’s take a look at what’s new.

Cosmetic surgery?

It seems so. Yamaha has updated a majority of the FZ's bodywork with elements inspired by the larger FZ25. So while it still retains its muscular, sharp profile, it also looks considerably larger thanks to a wide fuel tank and shrouds that extend down towards the front of the engine. The bike you see in the images is the FZ-S – it additionally gets some chrome trim around the faux air intake like vents on the front of the tank, and a belly pan. These are essentially the only differentiating factors between the standard FZ and the FZ-S, and they come at a Rs 2,000 premium.

The FZ-S gets chrome trim around the faux air-vents on the tank, and a belly pan.

The FZ continues to be a sporty commuter, but this update brings with it some changes that make it more practical. It no longer uses a split-seat design and the new single seat is wider with more room for both, rider and pillion. The pillion also gets the added support of a new grab handle. We got to spend a few days with the FZ and during long stints of saddle time, you start to feel that the seat could’ve been a tad softer. Another change in the quest for more comfortable ergonomics is a slightly raised handlebar. It’s not drastically higher, but it does allow you to sit a bit more upright and also aids leverage while turning. While that’s a change you might not notice at the first instance, what you’ll definitely see is the new LCD display. Turned off, it doesn’t look drastically different from the one on the V2.0, but it uses a negative LCD scheme (light text on a dark background) and this is a refreshing change that provides a slightly premium feel. That said, it’s still a rather basic unit in terms of the info it provides with a speedometer, tacho, odo and clock. You'll still miss out on a gear position indicator, as well as a side stand down engine cut-off.

New negative-LCD adds to the premium feel.

A more significant update comes with the introduction of an LED headlight in place of the halogen-unit on the old bike. Interestingly, the new FZ uses an LED headlight and a conventional halogen park light. However, the white and yellow combination does look a bit odd and it does not provide great illumination either. The high beam is bright, but its throw is not very far or wide While it’ll do a good job if you’re flashing into someone’s rear view mirrors, it’s not the best on a poorly lit street.

Still very much an FZ

When the FZ 2.0 was launched, Yamaha downsized the engine from 153cc to 149cc and with it, the bike lost a whole horsepower. By today’s standards, one horsepower sounds immaterial, but when you have only 13-odd horses to spare, it’s a considerable loss. With the new FZ, Yamaha didn’t do something as drastic, but it did leave a lot of us disappointed when it launched the V3.0 with the same engine as the older model. The fuel-injected single continues to produce 13.2hp and 12.8Nm, and the additional 5kg from the restyling certainly doesn't help performance either. In fact, the FZ makes the least power and now has the lowest power-to-weight ratio among its direct rivals.

A single seat that's wider replaces the split seats on the older model.

However, after spending a few days with the bike, I came to realise that it was something that didn’t really bother me. That’s because what the FZ always had going for it was that it was one of the sweetest handling motorcycles in its segment. Since this one uses the same chassis and suspension setup as its predecessor, it makes something as mundane as commuting quite fun even though the TVS Apache RTR 160, Bajaj Pulsar NS 160 and the Suzuki Gixxer feel noticeably quicker.

Out on the highway, you can cruise comfortably at speeds between 85-90kph with the engine spinning at around 6,000-6,500rpm. After this, things become a real struggle in terms of gaining speed.

The front brake now has ABS and, just like on the older bike, the feel from the lever is great. The same can’t be said about the rear – it is quite dull despite using a disc as well.

We also tested the fuel efficiency of the FZ and it returned 46.4km to a litre on the highway and 40.1km in the city.

Verdict

Essentially what we have is a motorcycle that offers the same experience as before while looking fresher, being a bit more practical and better equipped. At Rs 96,180 for the standard model and Rs 98,180 for the FZ-S, the FZ V3.0 is no longer one of the higher priced bikes in its segment. It is positioned against the TVS Apache RTR 160 4V FI ABS (Rs 99,101), Honda CB Hornet 160R (Rs 92,578) and the new Suzuki Gixxer (Rs 1 lakh). That said, the FZ hasn't received that significant an update this time around and this new iteration should have been called the Version 2.5.

It usually takes decades and multiple model generations for a brand-new nameplate to become a legend in the motorcycling scene. The BMW S 1000 RR did things differently. This was the first-ever four-cylinder motorcycle from a brand more renowned for its range of big boxer-twins; and yet, it somehow went straight to the top of the superbike game when it exploded onto the scene in 2010. With the kind of power and electronics the litre-class game had never seen, it’s no wonder the S 1000 RR became a motorcycling household name so soon. In fact, the base platform was so good, BMW has been selling the bike with only evolutionary changes, ever since. But eight years on, there’s finally a new one – and in BMW’s own words, everything on this bike is different, ‘down to the last nut and bolt.’

WHAT DOES IT LOOK LIKE?

The most obvious change comes in the design. The S 1000 RR packs a completely new look – one that’s leaner and sleeker, but also not quite as identifiable and it could pass off as a Japanese sports bike. The quirky, asymmetrical headlamps that made the old bike so instantly identifiable have been swapped for a set of svelte full-LED units on either side of a big ram-air intake. The side profile is more reminiscent of the old bike, with a similar set of ‘gills’ in the fairing, but it’s the rear I’m most intrigued by. If you’re wondering why it looks a bit strange, that’s because there is no brake lamp; or at least not a traditional one. Instead, BMW has cleverly packaged the brake lamp into the indicators (both light up red when the brake is applied). This means that you could basically undo two screws and one connector to remove the entire light/number plate holder assembly at the racetrack, resulting in a clean, race bike look.

Facing the rider is a new 6.5-inch TFT display that looks similar to the ones on the new GS ADVs. This one, however, is more sophisticated and it offers up to four different display modes. You control it via BMW’s rotary scroller on the left handlebar, which sounds like a cool feature but in reality, is quite fiddly to use.

Beyond the flashy new display, one of my favourite aspects of the new design is the vastly improved ergonomics. The bike now feels slimmer at the waist and the clip-ons are wider, too. The seating position is obviously committed – slightly more so than earlier – but it’s also roomy and the narrower waist makes it easier to lock onto with your lower body at high speeds.

WHAT’S NEW WITH THE CHASSIS?

This slimming down has been made possible by a brand-new frame as well as a narrower engine. We’ll start with the new frame; something that BMW calls the Flex-Frame. This is essentially a traditional beam frame, but with completely different mounting points for the engine that is now more closely involved as a load-bearing unit. The new frame weighs 1.3kg less than the previous unit and you’ll also notice a brand new swingarm that uses an upside-down design with bracing at the bottom, something commonly seen in WSBK and MotoGP. This brings packaging advantages for the rear shock, but it also allows for improved swingarm flex characteristics that help keep the rear-tyre contact patch with the tarmac more constant. In a more basic language – better rear grip under acceleration.

With this iteration, BMW has lengthened the wheelbase by a bit, but also sharpened the front steering geometry slightly, to 23.1mm. The overall effect is supposedly more straight-line stability along with improved agility. Agility also gets a big boost from the new carbon-fibre wheels, which are standard on the range-topping M Sport model we got to ride. The lightweight wheels reduce unsprung mass dramatically and help the M Sport model saves a further 4.5kg over the 197kg standard model, which itself is a full 11kg lighter than the previous generation. The mid-level Pro and top M Sport model both get electronically damped suspension at both ends, while the M Sport also brings the carbon wheels, a lithium-ion battery, slightly thicker front brake discs and a very firm M Sport seat which will probably be a pain on the street.

WHAT’S NEW WITH THE ENGINE?

Everything. This motor has been developed from the ground up and it now makes 8hp more for a total of 207hp. The big news is the introduction of BMW’s Shiftcam variable camshaft control tech which allows for a much meatier mid-range without sacrificing on a raging top-end. The system switches over to a more aggressive profile at 9,000rpm and the redline arrives much later, at 14,600rpm The mid and top models get a bi-directional quickshifter for the 6-speed gearbox which, thankfully, works much nicer than the clunky quickshifter you’ll find in the big GS ADV bikes.

The motor makes its 113Nm of peak torque at 11,000rpm and peak power comes in at an even higher 13,500rpm. Just like before, this isn’t a silky-smooth screamer like your typical Japanese in-line four and there’s a mild, but noticeable vibration to be felt in the bars and pegs. Ignore the buzz and you’ll find that the throttle is very smooth, which does wonders when it comes to dialling-in that crazy power when the bike is leaned over exiting a corner.

WHAT’S IT LIKE TO RIDE?

We had a rather brief taste of the S 1000 RR at the BIC, but it only takes a few seconds of holding the throttle wide open down the back straight to know that this is a blindingly fast machine. I found myself hauling on the brakes at a relatively cautious braking marker with the speedo reading out 294kph on more than one occasion. With a better exit from turn 3 and more bravery at the end of the straight, that magic 300kph readout should be possible, which makes this one of the hardest-charging litre bikes out there – but I say litre bike because the Ducati Panigale V4 feels faster still, crossing 300kph with relative ease down the BIC back straight, although the Panigale cheats with an extra 100cc, so it isn’t really a litre bike at all.

At a wide and super­-smooth track like the BIC, the S 1000 RR feels like a precision instrument that instantly sets out to work with you on cutting down your lap times. The compact dimensions are encouraging, but there’s also enough space for a tall rider to feel comfortable and wide clip-on handlebars help with leverage. Initial turn-in is super quick, thanks to those carbon wheels; almost alarmingly so, the first few times you experience it, but then you grow to like the deliciously immediate responses. I did find that the bike moved around a bit on its suspension through the mid-point of the turning process, but once it was fully leaned over, it felt nice and stable again, with plenty of confidence from the super-sticky Metzeler Racetec K3 tyres. I suppose this is down to the suspension set up in the Race mode that we were riding in; and some time spent to set up the bike could sort this out.

Come to think of it, you’ll have to set aside quite a lot of time fiddling with the settings, because this is a highly ‘tunable’ machine. The suspension itself offers multiple damping adjustability options; but there’s also the multi-stage adjustability for the traction control, ABS, wheelie control, engine brake control and slide control systems, in addition to the dynamic brake control system that introduces a touch of rear-brake support when the rider uses the front brake. If you buy the mid- or top-models you’ll also get three additional Race Pro modes (on top of the Rain, Road, Dynamic and Race modes) that can be freely set up to the rider’s preference using all the above parameters. BMW has even thrown-in a special rocker-style button on the left bar that lets the rider quickly adjust traction control settings while on the move – although this only works in the Race Pro modes. That’s a great feature to have in terms of making quick adjustments to account for tire wear, or unexpected rain.

The new S 1000 RR is certainly a racier machine than what it used to be, but it hasn’t given up on the old bike’s creature comforts. This is still the only litre bike to offer luxuries like heated grips and cruise control, but it now ups the ante with GPS navigation, Bluetooth connectivity tyre-pressure monitoring – and there’s even a hill-start assist system.

It’s great having these toys for the road, but naturally, none of them matter on the track. We only had a handful of laps where we had to follow a BMW lead rider, and while the pace was quick, it wasn’t flat out. Under these conditions, I liked how the Hayes brakes worked along with the clever ABS system, but we never really got to brake hard lap after lap, so I can’t comment on the tendency for mild brake fade as reported internationally.

In Race mode, you can feel the electronics working to keep everything under control, allowing only tiny wheelies under hard acceleration in the first three gears, but if you back it off, this bike will turn into a proper handful that demands a very skilled hand – and that’s the beauty of it all. The key takeaway for me is that while this bike isn’t as emotional (and borderline overwhelming) an experience as the mighty Ducati V4, it’s also a much easier and more encouraging machine for a rider of above average, but not expert skill levels; and I suppose that for these riders, it will probably be faster around a racetrack, for that very reason.

WHAT DOES IT COST?

The motorcycle itself is quite brilliant, but the pricing BMW has managed makes it even more special. The base model starts at Rs 18.5 lakh, which is cheaper than the not only the Ducati, but even Suzuki’s GSX-R1000R. To me, the mid-level Pro model is the best deal at Rs 20.95 lakh, while the M Sport at Rs 22.95 lakh is still, much cheaper than the comparable Ducati Panigale V4 S. BMW intends to begin deliveries in August and tell us that by then, we shouldn’t have any issues with deliveries like Europe is currently facing.

There’s plenty of ways to sum up this review, but I think this is the most relevant – I’ve always thought litre-class bikes are a little pointless and never truly satisfying to ride, at least at my skill level. The S 1000 RR has changed that. This bike flatters its rider and I long for more opportunities to explore it at the racetrack.

Not too long ago, I was gushing over and completely smitten by my first motorcycle – a KTM 200 Duke. It was quick, sporty and I must admit, it even kindled a dormant hooligan side I didn’t know I had in me. This was until a friend of mine showed up to my house on his new RC 200. “Same engine, same hardware, can’t be that different.” Boy, was I wrong. That’s because KTM did more than just throw a fairing onto its naked counterpart. Changes to the steering geometry and ergonomics resulted in a motorcycle that was much more engaging to ride. And the effects of this ‘transformation’ are evident on its newest, and smallest addition to the RC range – the RC 125

Still a ‘Race Competition’?

Well, it carries the RC name, but the 124.7cc, single-cylinder unit is also seen on the 125 Duke and it doesn’t make a whole lot of power. A peak figure of 14.5hp comes in at 9,250rpm, which means you really have to wring out the engine and stay high up in the rev band to get going. And even once you’re there, the little KTM doesn’t surge forward in a manner that we’ve become so familiar with in bigger KTMs. This is, and certainly feels like, a big step down from the 200 and the 390, but I wouldn't go as far as to categorise it as boringly slow. Down the straight at the Bajaj test facility in Chakan, I managed to clock a speedo-indicated top speed of 116kph, which is decent, given the displacement. The additional bodywork and components also result in a kerb weight that’s 12kg more than the 148kg of the 125 Duke. However, we’ll know how much of an effect this has had on its performance only once we’ve conducted a proper road test. The RC 125 definitely isn’t the most exciting KTM you’ll experience in terms of sheer power delivery or acceleration, but the humble performance and smooth, linear power delivery are exactly what make it a great beginner sports bike.

Dressed for the occasion

The engine doesn’t leave you with much to be thrilled about and feels just like how KTM intended it to – a more timed, less frantic iteration of its bigger siblings. But what will leave you grinning is the way the RC handles. It uses essentially the same chassis and hardware as the RC 200 and RC 390, both extremely engaging motorcycles in their own right. What this means, out on the track, is that the little KTM leans into corners with ease and allows you to pick a line and stick to it, effortlessly. In my opinion, the larger RCs are some of the best motorcycles you can get started on, out on the racetrack, but they can be a bit overwhelming for a beginner.

That’s where the 125 comes in – with its equally engaging dynamics and very manageable power delivery, it’s a motorcycle that will let you direct your focus on improving your technique rather than leaving you struggling to process the speed. And in case you do find things going out of your control, the RC’s brakes and single-channel ABS will keep things from going completely south. They’re the same as on the RC 200 (which is fitting because this bike weighs about the same as well) and what this means is slower speeds, with just as much brake performance.

Easy on the eyes

It won’t take you long to realise that just like RCs we’ve experienced in the past, this one is exciting and fun too. However, apart from the performance, a huge reason why KTM is doing so well in our country is because of the way it appeals to a young audience. Its bikes are bold and loud, and the RC 125 is no less. For India, the RC gets two colour schemes – orange and white, and black and orange – before they make their way onto the international bikes that get slightly different graphic schemes. Of the two, the latter with the orange accents under the tail, and bold RC 125 font across the fairing gives the bike a more aggressive look. The India-spec model has also undergone some technical changes in comparison to the one on sale internationally. Most noticeable, is the exhaust. The RC sold here doesn’t feature a side-slung single barrel and gets an underbelly exhaust, which is a good thing, in my opinion, and only adds to its slick, sharp design.

Verdict

The high-end hardware and features, quite literally, come at a cost. If you’re looking for your first entry-level, fully faired motorcycle, the Rs 1.47 lakh (ex-showroom, Delhi) price tag of the RC can get you the much quicker Yamaha R15, while leaving you with nearly Rs 8,000 to spare. It can also buy you motorcycles from a segment above – like the more powerful and well-equipped RS 200 – for much less.

And mind you, KTM has made it clear that this is introductory pricing and it's only going to go up. The 125 Duke’s price has gone up by Rs 12,000 since it first launched and if the RC 125 sees a similar hike, it will cost just as much as the KTM 200 Duke.

To us, the 125 KTMs are overpriced, but the 125 Duke's high sales numbers have proven that KTM's youthful and sporty image is highly valued in India, perhaps even more so than the bikes’ actual performance. If you’re a college kid looking for your first motorcycle, or maybe even someone older who’s still looking to tangle with something that’s exciting while not a handful, the RC 125 might just be as exciting a beginner bike you’ll find.